The electronic Öhlins suspension is really clever. In Race mode, compression and rebound damping is increased both front and rear, so too is the damping inside the electronic steering damper. In Race mode the 1299 feels like it's on rails; mid-corner, the chassis support and grip is immense. The 1299 gives so much confidence that despite the huge increase in power, it's much easier to ride than the old model.
The subtle ABS, combined with the clutchless, quickshifter gearchange, means all your concentration goes into your braking points and line selection. The brakes are super-strong, and in Sport mode you have the additional cornering ABS which reduces the risk of a low-side and makes braking virtually foolproof.
The power delivery is more linear and there's a 10% hike in both power and torque. The increase in torque comes lower in the revs and is more useable, so whereas before you almost had to wait for the power to kick in like a two-stroke, now it’s much more progressive. In Race mode the power is more aggressive, but it’s still a long way short of the violent smack-in-the-face the old bike was.
The old myth that Ducati's are unreliable just isn't true anymore - they're equally as dependable as their Japanese counterparts nowadays and running costs aren't sky high either.
It may be expensive but as one of the most desirable bikes produced, the 1299 will hold its value.
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The 1299 has a taller screen, comfy seat and grippier pegs – proof that Ducati hasn’t ignored the road rider. The electronics package is hugely sophisticated. It features EBD, (Engine Brake Control), DQS (Ducati Quick-Shift), DWC (Ducati Wheelie Control), DTC (Ducati Traction Control) with IMU (Internal Measurement Unit) and cornering ABS.